Antiskid cross chain



1935- H. D. WEED 2, 6,

ANTI SKID CROSS CHAIN Filed July 21, 1954 2 Sheets-Sheet 1 29 23 6 INV TOR 32 2 a $l 30 BY W 5 ATTORNEYS Dec. 31, 1935. H. WEED 2,026,151

ANTISKID CROSS CHAIN Filed July 21, 1934 2 Sheets-Sheet 2 55 56 l v NTOR Fly 16' $4 W Patented Dec. 31, 1935 UNITED STATES PATENT OFFICE 15 Claims.

This invention relates to an anti-skid cross chain, and has for an object to provide an improved chain of this type which will have improved anti-skid and wearing qualities and will also be of simple construction so that it may 'be manufactured at relatively low cost.

It is also an object of the invention to provide such a chain that will not kink while being handled and will automatically straighten itself out. 7

Another object is to provide a chain in which a large proportion of the link is in engagement, with the road thus increasing the road engaging surface in proportion tothe amount of metal in the link.

Other advantages and objects will be apparent from a more detailed description of the invention taken in connection with the accompanying drawings in which several forms of the invention are shown, but it is to be understood that I am not limited to the exact details of construction illustrated but may use various modifications without departing from the principle and scope of the invention. In these drawings: Fig. 1 is a side elevation of the tread portion of the anti-skid tire chain;

Fig. 2 is a top plan view thereof Fig. 3 is a top plan view of one of the links; Fig. 4 is a side elevation thereof; Fig. 5 is a transverse section substantially on line 5-5 of Fig. 3;

r Fig. 6 is a transverse section substantially on line 66 of Fig. 2;

Fig. 7 is a side elevation similar to Fig. 1 of a somewhat modified construction;

Fig. 8 isa top plan view of the tread of the links of Fig. 7 0

Fig. 9 is a side elevation of the tread links of the cross chain showing another modification thereof;

Fig. 10 is a top plan view of the of Fig. 9;

Fig. 11 is a detail section substantially on line l|-ll of Fig. 10;

Fig. 12 is a bottom plan view of the link of Fig. 10 showing a reinforcing means thereon;

Fig. 13 is a side elevation of the links of Fig. 12;

Fig. 14 is a side elevation of the tread portion of a cross chain showinganother modification;

Fig. 15 is a top plan view thereof; and I Fig. 16 is a transverse section substantially on line Iii-l6 of Fig. 15.

tread links Referring first to Figs. 1 to 6. the ind vidual.

links comprise a central bar section or portion 20 and free end or side portions 2| and 22 connected with the portion 20 by upturned loop or end portions 23 and 24. It will be noted that the portions 20, 2| and 22 are substantially straight and in the 'same plane, and therefore engage the road surface unless they are provided with reinforcements which will later be described. It is also tobe noted that the upwardly bent end portions or loops 23 and 24 are not at right angles to the longitudinal center line or axis of the link indicated by the broken line 25, but as the bend is at the points 26 and 21 the loop is transversely inclined to the line as indicated by the line 28. By this arrangement it will be noted that the most remote portion of the openings or inner side of the loop indicated at 29, and which is the portion which is engaged by the similar loop of the next adjacent connected link is close to the center bar or section 20.

Therefore the pull of the next adjacent link is close to or very nearly in alignment with section 20 and the leverage or tendency of this pull to open the link is reduced to a minimum, and it is not necessary to weld the free ends of the side portions 2i and 22 to prevent the link opening up under strain. Furthermore, this inclined arrangement of the end portions 23 and 24 in coaction with the similarly bent end portions of adjacent links always tends to hold the loops in the remote portions 29, particularly when there is a pull on the links, which automatically straightens out the links and holds them in the proper relative positions to thus prevent kinking of the chain. In other words this link has sufflcient strength so that it does not need to be welded thus eliminating the expensive welding operation, and the chain automatically straightens itself to prevent kinking. It will also be noted that the stra'ght portions 20, 2|, and 22, which are in contact with the road, comprise a relatively large portion of the total stock of the link, giving a large proportion of road engaging surface compared to the material in the link. It will also be noted that the link has considerable breadth which decreasesits tendency to rock on the tread.

The links may be usedwith or without reinforcement as desired, but if it is desired to add additional wearing material, this can be added to the lower sides of the link as indicated at 30 and 3i. This reinforcement may be in various forms as bars or loops welded to the lower sides of the link. As for an example, the reinforcement 30 is in the general form of the letter S, while the reinforcement 31 is in the form of a circular loop. It has, however, been found that where reinforcements are welded to the bottoms of the links pounding of the link on the road surface in use causes the link to crack beginning at the weld due to the strains set up in the metal by the heat during the hardening operation. Therefore I prefer to weld these reinforcing elements 30 and 3| to the bottoms of the side portions 2| and 22 only, as indicated at 32, and leaving them free from the central portion 29. It will be seen from this arrangement that if the link cracks from the weld these cracks will be in the side portions 2| and 22, and therefore if these portions break it will not cause the links to separate as the central portion 29 will still be intact.

In the modification shown in Figs. 7 and 8 the link is practically the same as that shown in Figs. l to 6 except that instead of having the side portions 2la and 22a corresponding to the side portions 2| and 22 of the formof Figs. 1 to 6 terminate as shown in Fig. 2 they are made somewhat longer and the free ends are bent backwardly either outwardly or inwardly as indicated at 2lb and 22b in Fig. 8.. Otherwise the link is practically the same as that of Figs. 1 to" 6. It will be noted that this additional fold of the side portions as it is in the same plane central section 20 and the side portions 2la and 22a adds additional road engaging surface increasing the anti-skid or holding eifect, and it also adds to the width of the link still further decreasing the tendency of the link to rock. The looped end portions 23 and 24 coacting with similar loops of adjacent links are the same as in the form of Fig. 2 and are bent up and inclined to the longitudinal axis and center line of the link as described in connection with the links of Fig. 2. These links may or may not have additional reinforcing or hearing material welded-to their undersides as desired. Such reinforcement is shown at 33 and 34. This reinforcement is shown as loops welded to either one orboth of the free endportions 2la and 21b and 22a and 22b and free from the central. section 20 as described in connection with the links of Fig.

2. The welds are indicated at 35.

Referring to the modification shown in Figs.

9 to 13 I have shown how the inclined bent up 7 looped end portions corresponding to bent up ends 23 and 24 may be applied to oval links. Itwill be seen from these figures that the loops are oblong continuous loops and may or may not be welded at butt joints as indicated at 36. These links as shown have preferably substantially fiat side bars or members 31 and 38 which are substantially straightand lie in the same plane to form the tread or road engaging portion of the link, unless they are provided with additional reinforcement or tread material. The looped "end portions '39 and 40 are bent upwardly as indicated to interloop with the similarly bent end portions of adjacent links. These upwardly bent end portions 39 and 40 correspond to the bent up end portions 23 and 240i the form of Fig. 2, and they are also inclined to the longitudinal axis or center line of the link as indicated at 4| the same as are the looped ends 23 and 24. The bends in bending up these end portions are indicated at 42 and 43 and it will therefore be seen that the line 44 passing through them corresponding to the line 28 of Fig. 2 is transversely inclined to the line 4|.

.In all of these links the end portions 23 and 24, 39, and 49 are bent upwardly of sufiicient height to pass over a bar of an adjacent link so that the road engaging portion of all of the links lie in the same plane. It will be apparent that with this arrangement of links and the inclined arrangement of the bent up looped end portions the most remote inside wall of the looped end indicated at 45 is not on the center line 4| of the link but is closely adjacent a side bar 31 or 38. Therefore the corresponding loop of the next adjacent link engages it at this point adjacent the side bar and pull of the adjacent link is therefore not along the center line of the link but closely adjacent to or, nearly in alignment with the side bar, reducing the leverage on the loop end and the tendency to openthe link as described in connection with the link of Fig. 2. Th inclined arrangement of the built up end portions 39 and 40 causes the links to always engage at their remote portions 45 whenever there is any strain on the cross chain, and this arrangement therefore automatically properly positions the links as indicated in Fig. 10 and prevents their kinking. In this link as well as in the form of Figs. 1 to 8 and also including the form of Figs. 14 and 15, the links are not twisted but they are formed to shape by bending the bar or rod stock in the same plane and then the end portions 23, 24, 39, and 49 are bent upwardly out of the plane of the bodytof the link. Therefore these bending operations on the end portion do not place any strain on the welded joint 36 as is the case where a link is twisted after being welded as in an old type of link now generally in use, or as disclosed in my prior patent in which the links are twisted and then the side bars pressed into the same plane which operation causes a severe strain on the side bars and especially on the weld. As in the previous forms the side or road engaging portions 31, 38 may be reinforced by additional wearing material welded to the undersides thereof. These may take the form of loops or other forms as indicated in connection with Figs.

2, 3, and 8, or they may be simple straight bars 41 welded to the under sides of the sides 37 and 38 as .indicated at 48.

The links of Figs. 14 and 15 are similar to the links of Figs. 10 to 136except that instead of having the upwardly bent end portions 39 and 40 inclined in the same direction with respect to the center line 4| they are inclined in opposite directions as indicated in Fig. 15. Thus it willbe seen that if 49 is the center line the upwardly bent end portion 50 at one end is inclined in the opposite direction to the upwardly bent end portion 5| at the other end. This means that when the links are assembled the intermediate link 52 will be reversed in arrangement from the opposite adjacent links 53 and 54. This arrangement brings 55 the remote end 45 of the inner surface of the loop at both ends ofthe links adjacent a side bar 55. Therefore the free ends of the link in the opposite side bar 56 do not need to be welded but I may use an open joint 46 because the strain 60 between adjacent links is close to or practically in alignment with the side bar 55, and therefore the leverage and the tendency to open the link is reduced to a minimum. In this form as well as in the other forms a strain on the chain automatically brings the links into the proper arrangement as shown with the contact point bethat in all of the forms shown as the upwardly bent looped end portions 23 24; 39 and 40; 50 and 5| extend over a bar of the adjacent link they are supported thereby so that the pressure of the ment with the road, while in the form of Figs. 9

to there are two side bars engaging the road extending for substantially the length of the link so that in effect they form two continuous treads entirely across the tire. In each form the road engaging sections or portions represented at 20,

-2|, 22, 2la, Zlb, 22a, 22b, 31, 38, 55 and 5B are substantially straight or flat and parallel to the road surface, only the end or connecting loop portions 23, 24, 39, 40, 59, and 5| being bent upwardly out of the plane of these portions. These cross chains may be used either with connect ing side chains for location at the sides of the tire or they may be used individually or in pairs with straps for fastening them about the tires. In either case and particularly when used individually the non kinking feature is very material and a great improvement.

Having thus set forth. the nature of my invention, what I claim is:

l. A tire chain cross'member comprising a plurality of connected similar links each having a plurality of road engaging portions lying in the same plane and upturned looped end portions connecting two road engaging portions and adjacent links, said looped end portions being inclined at an angle transversely to the longitudinal axis of the cross member to force the point of contact between the loops of adjacent links laterally to one side of the centers of the loops.

versely inclined to the longitudinal axis 'of the cross member to bring the contact points betweenthe links spaced laterally to one sideof the centers of the loops. V

3. A tire chain cross member comprising a plurality of linkseach formed of a bar of uniform gauge and comprising a single central road en-.- gaging section and-upwardly bent looped end portions inclined at an angle transversely to the longitudinal axis of the link, the portions out- I wardly from the central section comprising free end portions on opposite sides of the central section and located in the same plane.

4. A tire chain cross member comprising a plurality of links each formed of a bar ofuniform gauge and comprising a single central road en-' gaging section and upwardly bent looped end porrality of links each formed of a bar of uniform gauge and comprising a single central road engaging section and upwardly bent loopedend portions, the portions outwardly from the central section comprising free end portions on opposite sides of the central section and located in the same plane, and reinforcing tread members on the under sides of the links, said reinforcing mem- 5 bers including rod sections extending transversely of the link welded to the outer free end portions .of the links and disconnected from the central sections.

6. A tire chain cross member comprising a plurality of connected links each formed of a bar of uniform gauge and comprising spaced road engaging portions and upturned curved end portions connecting the road engaging portions and forming loops connecting with similar loops of ad- 5 .iacent links, and the looped end portions being bent upwardly about a transverse line inclined to the longitudinal axis of the link.

7. A link for a tire chain cross member formed of a barof uniform gauge and comprising a central road engaging section-and upwardly bent looped end portions at an angle transversely inclined to the longitudinal axis of the link, the portions outwardly of the central section comprising free end portions on opposite sides of the 5 central section and located in the same plane.

8. A link for a tire chain cross member comprising a central road engaging section and upwardly bent looped end portions of uniform gauge, and portions laterally outward of the central section comprising free end portions on opposite sides of this central section and located in the same plane, and a reinforcing tread member on the underside of the link and extending transversely thereof, said reinforcing member being secured to the free end portions and free of the central section.

A link for a tire chain cross member form of a bar ofuniforni gauge and comprising a central road engaging section and upwardly bent looped end portions transversely inclined to the longitudinal axis of the link, the portions outwardly of the central section 'comprising'free end portions on opposite sides of the central section and having their free ends curved backwardly into a loop.

10. A tire chain cross member comprising a plurality of connected similar links each having a plurality of road engaging portions and upturned curved end portions forming loops connecting the road engaging portions and connecting with similar loops of adjacent links, said looped end portions being bent at an angle transversely inclined to the longitudinal axis of the link to bring the contact points between the links latera to one side of the centers of the loops, and all p rtions of the link except the upturned looped portions being road engaging portions and lying in the same plane.

11. A link for a tire chain cross member comprising an oval loop having substantially straight laterally spaced side portions in the same plane providing road engaging portions, and looped end portions connecting the side portions and bent upwardly therefrom, said bent up end portions being laterally inclined to the lonigtudinal axis of the link and with the loop at one end inclined in the opposite direction to that at the other end.

12. A link for a tire chain cross member comprising a rodin the form of a loop having substantially straight spaced side members in the same plane forming tread portions, and looped end portions connecting the side portions and bent upwardly out of the plane thereof, said bent 75 up end portions being at an angle transversely inclined to the longitudinal axis of the link, and the side portions being of greater thickness in the vertical direction than the looped end portions.

13. A tire chain cross member comprising a plurality of connected links each comprising an oval loop having substantially straight laterally spaced side portions in the same plane providing road engaging portions, and looped end portions connecting the side portions and bent upwardly therefrom, said bent up end portions being laterally inclined to the longitudinal axis of the link and with the loop at one end inclined in the opposite direction to, that at the opposite end so that adjacent links are ofiset laterally in opposite directions from the longitudinal axis of the chain.

14.A tire chain cross member comprising a plurality of connected links each comprising road engaging portions and upwardly bent looped end portions connecting the road engaging portions, said upwardly bent looped end portions being inclined at an angle transversely to the longitudinal axis of the link to force the point of contact between the loops of adjacent links laterally to one side of the centers of the loops.

' 15. A link for a tire chain cross member formed of a bar of uniform gauge and comprising a central road engaging section and upwardly bent looped end portions, and road engaging portions laterally outward of the central section comprising free end portions on opposite sides of this 15 central section and located in the same plane.

- HARRY D. WEED. 

